CN1289343C - Driving control system of vehicle automatic transmission - Google Patents

Driving control system of vehicle automatic transmission Download PDF

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Publication number
CN1289343C
CN1289343C CNB031601987A CN03160198A CN1289343C CN 1289343 C CN1289343 C CN 1289343C CN B031601987 A CNB031601987 A CN B031601987A CN 03160198 A CN03160198 A CN 03160198A CN 1289343 C CN1289343 C CN 1289343C
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CN
China
Prior art keywords
low velocity
speed
gear
friction element
control system
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Expired - Fee Related
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CNB031601987A
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Chinese (zh)
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CN1496886A (en
Inventor
岩本育弘
滨野正宏
臼杵克俊
古市曜一
山中伸浩
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JATCO Ltd
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GATECH CO Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/42—Changing the input torque to the transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/44—Removing torque from current gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/52—Applying torque to new gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • F16H63/502—Signals to an engine or motor for smoothing gear shifts

Abstract

A transmission control system, includes: 1) a high speed side friction element for establishing a high speed side change gear; and 2) a low speed side friction element for establishing a low speed side change gear. After a disengagement of the high speed side friction element, the low speed side friction element makes an engagement for carrying out a downshift from the high speed side change gear to the low speed side change gear. When the downshift is carried out with an accelerator turned off, a stepping on the accelerator sensed in a period between the following times: i) a time for commanding a start of a transmission, and ii) a time for the low speed side friction element to start a conveyance of a torque, prevents a changeover to the low speed side change gear, thus keeping the high speed side change gear.

Description

The driving control system of vehicle automatic speed variator
Technical field
The present invention relates to a kind of driving control system of vehicle automatic speed variator, wherein, driving control system is turned down gear by the engagement that changes two friction elements.
Background technology
Traditionally, widely-used torque converter and the planetary automatic transmission with hydraulic torque converter of having merged in vehicle.Above-mentioned automatic transmission with hydraulic torque converter carries out following control:
Accelerator at vehicle is closed under the situation of (cutting out fully), when sliding stroke (coasting travel), (for example turn down gear, from third gear to the second grade), to the third gear friction element (promptly, still be in the disengaging side power-transfer clutch of engagement up to now) control so that break away from, and second grade of friction element (that is engagement side power-transfer clutch) turns back to engagement from disengaged position so gradually.So, turn down second grade EO.
Hereinbefore, actual transmission after the time opening (promptly, after the engagement side power-transfer clutch begins engagement, perhaps, after the beginning torque transmits) feedback procedure in, if the chaufeur of vehicle is set foot on accelerator once more, then may cause improving the feedback of the oil pressure that breaks away from the side power-transfer clutch, thereby the quick increase of the speed (that is turbine speed) of the input shaft of inhibition change-speed box.
Yet, in the case, improve actual oil pressure may cause engine speed with respect to the possible operating lag of solenoidal duty ratio variation rapid raising.This may make the judgement of oil pressure deficiency, and so, controller may be brought up to oil pressure and surpass required oil pressure, thereby causes also producing bigger transmission impact under the ingear state in disengaging side clutches engaged and engagement side power-transfer clutch.
U.S. Patent No. 5,445,579 (patent familieses of Japanese Patent No.3097339B2) have illustrated the control (being called as " velocity variations control convenience and method " in above-mentioned patent) that can solve above-mentioned inconvenience.Specifically, U.S. Patent No. 5,445,579 (patent familieses of Japanese Patent No.3097339B2) have illustrated that the upper limit by the oil pressure that provides to disengaging side power-transfer clutch is set prevents that oil pressure is excessive, thereby prevent the control of above-mentioned both sides engagement (breaking away from side power-transfer clutch and engagement side power-transfer clutch).Had above-mentioned dual ingear prevention, just can limit transmission and impact.
Yet, according to U.S. Patent No. 5,445, the control of 579 (patent familieses of Japanese Patent No.3097339B2) at be the situation that accelerator is depressed in the feedback procedure of actual transmission after the time opening.In other words, according to U.S. Patent No. 5,445, the control of 579 (patent familieses of Japanese Patent No.3097339B2) is for invalid in the actual transmission situation that accelerator is depressed before the time opening.
Specifically, (began the time period of the time of torque transmission to the engagement side power-transfer clutch from the time that the order transmission begins in actual transmission before time opening, in this time period, the maximum torque safety weight that breaks away from the side power-transfer clutch dwindles continuously) depress accelerator and may cause sliding to and break away from the side power-transfer clutch, thus cause the rapid raising of engine speed.After this, oil pressure may improve, thereby makes the engagement side clutches engaged fast, causes transmission to be impacted.
In addition, under the situation that accelerator is depressed in the feedback procedure of actual transmission after the time opening, according to U.S. Patent No. 5,445, the control of 579 (patent familieses of Japanese Patent No.3097339B2) limits transmission by the upper limit that the oil pressure that provides to disengaging side power-transfer clutch only is set and impacts.In the case, can not guarantee to prevent the rapid raising of engine speed.Therefore chaufeur can't obtain the preferred sensation of quickening.
Summary of the invention
The driving control system that the purpose of this invention is to provide a kind of vehicle automatic speed variator, this driving control system can carry out following operation when sliding under the pent situation of accelerator:
When the front and back of actual transmission time opening accelerator is depressed, preventing the rapid raising of engine speed, impact thereby guarantee to limit transmission.
According to a first aspect of the invention, provide a kind of driving control system, having comprised:
1) is used to set up the high-speed side friction element of high-speed side speed change gear; And
2) be used to set up the low velocity side friction element of low velocity side speed change gear.
After high-speed side friction element broke away from, low velocity side friction element meshed, so that turn down low velocity side speed change gear from high-speed side speed change gear.
When at the pent situation downward modulation of accelerator low-grade location,
Depress accelerator in time period between the following time:
I) time of order beginning transmission, and
Ii) low velocity side friction element begins to transmit the time of torque,
Prevent to switch to low velocity side speed change gear, thereby keep high-speed side speed change gear.
According to a second aspect of the invention, provide a kind of driving control system, having comprised:
1) is used to set up the high-speed side friction element of high-speed side speed change gear; And
2) be used to set up the low velocity side friction element of low velocity side speed change gear.
After high-speed side friction element broke away from, low velocity side friction element meshed, so that turn down low velocity side speed change gear from high-speed side speed change gear.
When at the pent situation downward modulation of accelerator low-grade location,
Depress accelerator in time period between the following time:
I) low velocity side friction element begins to transmit the time of torque, and
Ii) finish change-speed box is transferred to the time of the process of low velocity side speed change gear,
Carry out motor torque restriction control, so that the torque limitation of driving engine is arrived a certain motor torque, and
With the engagement order duty ratio addition of a duty ratio compensation value and low velocity side friction element, thereby the duty ratio compensation value of addition is provided with corresponding to a certain motor torque.
Description of drawings
By reading the explanation of carrying out below with reference to accompanying drawing, other purposes of the present invention and characteristics will be easy to understand.
Fig. 1 is the close-up view of driving control system of the vehicle automatic speed variator 2 of first embodiment according to the invention.
Fig. 2 is the in-to-in scheme drawing according to the automatic transmission with hydraulic torque converter 2 of first embodiment.
Fig. 3 is the scheme drawing according to the structure of the friction element (33) of the automatic transmission with hydraulic torque converter 2 of first embodiment.
Fig. 4 is the scheme drawing according to the oil hydraulic circuit of the driving control system of the vehicle automatic speed variator 2 of first embodiment.
Fig. 5 (comprising Fig. 5 (a), Fig. 5 (b) and Fig. 5 (c)) is the chart that is used to describe according to the controlling features of the driving control system of the vehicle automatic speed variator 2 of first embodiment.
Fig. 6 is the diagram of circuit that is used to describe according to the operation of the driving control system of the vehicle automatic speed variator 2 of first embodiment.
Fig. 7 (comprising Fig. 7 (a), Fig. 7 (b), Fig. 7 (c), Fig. 7 (d) and Fig. 7 (e)) is the chart that is used to describe according to the controlling features of the driving control system of the vehicle automatic speed variator 2 of second embodiment.
Fig. 8 is the diagram of circuit that is used to describe according to the operation of the driving control system of the vehicle automatic speed variator 2 of second embodiment.
The specific embodiment
Describe each embodiment of the present invention below with reference to the accompanying drawings in detail.
1. first embodiment
First embodiment according to the invention provides a kind of driving control system of vehicle automatic speed variator 2.
In Fig. 1, driving engine 1 is provided, its output is sent to the drive wheel (not shown) by automatic transmission with hydraulic torque converter 2.Automatic transmission with hydraulic torque converter 2 comprises torque converter 4, transmission device 3 (planetary wheel), oil hydraulic circuit 5, controller 40 (ECU, control setup) or the like.Transmission device 3 comprises four D Drives of generation and a planetary wheel that retreats shelves.Be used for also comprising friction element such as a plurality of oil clutches and a plurality of oil brake than the transmission device 3 that carries out transmission by changing planetary gear.
The operation of transmission device 3 can be controlled based on the control signal that comes self-controller 40.Here, controller 40 comprise memory device (comprising ROM (not shown), RAM (not shown) or the like), central processing unit (not shown), input-output equipment (not shown), as counting machine (not shown) of time meter or the like.Comprise turbine speed sensors 21 (Nt sensor) with controller 40 bonded assemblys, the turbine speed Nt that is used for the input shaft 3a (turbine) of induction torque changer 4, transmit driving gear tachogen 22 (No sensors), be used for inductive transfer driving gear speed No, throttle valve opening sensor 23 (θ t sensor), be used to respond to the throttle valve opening θ t of the flow regulating valve at the access road place that is positioned at driving engine 1, engine speed sensor 24 (Ne sensor), be used for induction generator rotational speed N e, the accel sensor (not shown), be used for induction accelerator aperture Acc, or the like.Controller 40 can calculate car speed V based on transmitting driving gear speed No, to transmit driving gear tachogen 22 as vehicle speed sensor.
The structure of＜transmission device 3 and operation 〉
The operation of transmission device 3 is described below with reference to Fig. 2.
For the sake of simplicity, the transmission device 3 among Fig. 2 has the diaxon parallel gears, rather than planetary wheel.
As can be seen from Figure 2, first driving gear 31 and second driving gear 32 around the input shaft 3a of transmission device 3, are rotatably provided.Input shaft 3a has between first driving gear 31 and second driving gear 32 and is fixed on each as the oil clutch 33 of friction element and the part on the oil clutch 34.Can rotate with input shaft 3a basically with oil clutch 33 and oil clutch 34 ingears, first driving gear 31 and second driving gear 32 respectively.
A tween drive shaft 35 is provided, and this tween drive shaft is arranged essentially parallel to input shaft 3a.Tween drive shaft 35 is connected to the drive wheel (not shown) by final reduction gear mechanism (not shown).First driven gear 36 and second driven gear 37 are fixed on the tween drive shaft 35, and mesh with first driving gear 31 and second driving gear 32 respectively.
Utilize the said structure of transmission device 3, engagement oil pressure power-transfer clutch 33 can be with the rotation of input shaft 3a from oil clutch 33, be sent to tween drive shaft 35 by first driving gear 31 and first driven gear 36, thereby obtain for example second grade of speed, and engagement oil pressure power-transfer clutch 34 can be with the rotation of input shaft 3a from oil clutch 34, be sent to tween drive shaft 35 by second driving gear 32 and second driven gear 37, thereby obtain third gear speed.
Break away from the ingear oil clutch 33 (low velocity side friction element) of second gear speed side and mesh the oil clutch 34 (high-speed side friction element) of third speed side, can heighten third speed from second gear speed.On the contrary, out-of-gear oil clutch 34 (high-speed side friction element) and engagement oil pressure power-transfer clutch 33 (low velocity side friction element) can be turned down second gear speed from third speed.
The structure of＜oil clutch 33 and oil clutch 34 and operation 〉
The structure and the operation of oil clutch 33 and oil clutch 34 are described below with reference to Fig. 3.
Here, oil clutch 33 is identical with oil clutch 34 in structure and operating aspect basically.Therefore, omit the structure and the operation of oil clutch 34 in the following description.
As can be seen from Figure 3, oil clutch 33 is the oil pressure multi-disc types with a plurality of friction plates 50.Friction plate 50 has the overlapping of a plurality of first (can rotate with input shaft 3a basically) and a plurality of second (can rotate with first driving gear 31 basically).Hereinbefore, first and second are alternately overlapping.
Process oil is provided to oil clutch 33 from second oil circuit 14 by oilhole 51 can make the bias force (biasing force) of piston 52 antagonism retracing springs 53 move, thereby friction plate 50 is sticked together each other, so that produce the engagement of oil clutch 33.On the contrary, process oil is discharged into second oil circuit 14 from oilhole 51 can makes retracing spring 53, thereby produce opposite motion, so that friction plate 50 breaks away from each other by lower piston 52.
The piston 52 of oil clutch 33 has defined the wait state of the disengaging that is used for complete.In wait state, defined a gap, this gap is enough to prevent so-called " drag torque (the dragging torque) " that may take place between friction plate 50.For engagement oil pressure power-transfer clutch 33, each friction plate 50 all will at first move on to and make the gap be essentially 0 position, in other words, and a position before, position that causes friction engagement.This of friction plate 50 moves and is defined as " gap-closing (clearance clogging) ", and this spends the regular hour (being designated hereinafter simply as " gap-closing time ") possibly.
On the other hand, because the drag torque that may produce in the regular hour after friction plate 50 beginning is separated from one another, spend a period of time beginning oil pressure broken away from oil clutch 33 possibly from its engagement fully fully after oil clutch 33 discharges.The above-mentioned time that spends is designated hereinafter simply as " lost hours (waste time) ".
The structure of＜oil hydraulic circuit 5 and operation 〉
The structure and the operation of oil hydraulic circuit 5 are described below with reference to Fig. 4.
Oil hydraulic circuit 5 has the solenoid valve (being designated hereinafter simply as " solenoid valve 11 ") corresponding to aforesaid corresponding friction element (that is, power-transfer clutch and drg) duty ratio.The control operation of solenoid valve 11 can control operation oil flow (that is, travelling to and fro between and the providing and discharging of the process oil of corresponding solenoid valve 11 cooresponding friction elements).Solenoid valve 11 is common in structure and operating aspect substantially.Use description to control the solenoid valve 11 of oil clutch 33 below, therefore, will be omitted about the repeat specification of other solenoid valves.
As can be seen from Figure 4, solenoid valve 11 is the common closed types (normally fully enclosed) with the transfer valve that is used for two positions.Solenoid valve 11 has the first oilhole 11a, the second oilhole 11b and the 3rd oilhole 11c that is positioned at three different pieces.
The first oilhole 11a is connected to first oil circuit 13, is used for providing process oil from the oil pump (not shown).First oil circuit 13 has pressure regulator (not shown) or the like, provides with certain pressure controlled process oil (line pressure).
The second oilhole 11b is connected to second oil circuit 14 that extends to oil clutch 33, and the 3rd oilhole 11c is connected to the 3rd oil circuit 15 that extends to the fuel tank (not shown).Second oil circuit 14 has first nozzle 16, and the 3rd oil circuit 15 has second nozzle 17.The flow area of first nozzle 16 of second oil circuit 14 is greater than the flow area of second nozzle 17 of the 3rd oil circuit 15.In addition, on second oil circuit 14, between the oil clutch 33 and first nozzle 16, provide storage battery 18.
Solenoid valve 11 can be electrically connected with controller 40.Controller 40 can be with certain frequency (for example, 50Hz) duty ratio of control solenoid valve 11.Can make retracing spring 11g press valve body 11f the screw actuator 11e outage of solenoid valve 11, thereby the first oilhole 11a and the second oilhole 11b are cut off, and the second oilhole 11b is communicated with the 3rd oilhole 11c.On the other hand, the elastic force of valve body 11f antagonism retracing spring 11g is promoted for the screw actuator 11e energising of solenoid valve 11, thereby the first oilhole 11a is communicated with the second oilhole 11b, and the second oilhole 11b and the 3rd oilhole 11c are cut off.
＜essential part 〉
Essential part according to the driving control system of the vehicle automatic speed variator 2 of first embodiment of the invention will be described below.
The exemplary characteristics that under following state, have transmission control according to the driving control system of the automatic transmission with hydraulic torque converter 2 of first embodiment:
When the pent situation downward modulation of accelerator low-grade location, chaufeur had depressed accelerator once more in actual transmission before the time opening.
According to first embodiment, the time period below term " in actual transmission before the time opening " is defined as between two time:
1. turn down the time that the transmission of gear begins from order and (turning down from third gear under second grade the situation: the time that order oil clutch 34 (it is high-speed side friction element) breaks away from).
2. to time of the gap-closing that finishes oil clutch 33 (it is a low velocity side friction element).In other words, begin engagement up to oil clutch 33, or oil clutch 33 begins to transmit torque.
The specific descriptions of＜controller 40 〉
From Fig. 5 (a) to Fig. 5 (c) as can be seen, controller 40 can be stored the transmission controlling features of automatic transmission with hydraulic torque converter 2, that is, and and the controlling features of solenoid valve 11.Can turn down gear according to above-mentioned controlling features.
To be described under the pent situation of accelerator (for example, when because the red light chaufeur is closed accelerator so that vehicle is stopped) below and turn down the process of gear.
In the case, based on the information from throttle valve opening sensor 23 and transmission driving gear tachogen 22 (vehicle speed sensors), controller 40 can judge whether to have possessed the condition (whether exceed and turn down the gear line) of turning down gear.
Under the situation that has possessed the condition of turning down gear, controller 40 can switch to another gear than the low gear of current gear (low gear: for example, second gear) from current gear (high speed gear: for example, third gear).
Specifically, from Fig. 5 (a) as can be seen, transmission initiation command (time SS) can be with oil clutch 34 (high-speed side friction element, third gear, break away from side) the duty ratio of solenoid valve 11 switch to 0% from 100%, thereby begin to make oil clutch 34 to break away from.
Then, from Fig. 5 (b) as can be seen, the oil clutch 33 (low velocity side friction element, second gear, engagement side) that is in disengaged position up to now can make solenoid valve 11 temporarily have 100% duty ratio (time SS1).Hereinbefore, making duty ratio is that 100% purpose is in order to make oil clutch 33 temporarily reach the gap-closing state.
Between time SS (oil clutch 34 has duty ratio 0%) and time SS1 (oil clutch 33 has duty ratio 100%), defined time lag SS-SS1.Time lag SS-SS1 possibility is owing to underlying cause causes:
The duty ratio that makes oil clutch 34 is 0% oil clutch 34 is broken away from, and in other words, will spend the lost hours that is used to eliminate drag torque.
Therefore, the gap-closing of oil clutch 33 will just be carried out after the process in lost hours.
The situation that＜accelerator is not depressed〉referring to the long and short dash line among Fig. 5 (a) and Fig. 5 (b).
Under the situation that accelerator is not depressed, after this, controller 40 can make the duty ratio of oil clutch 33 in the regular hour be 100%, that is, and and the common gap-closing time period t from time SS1 to time SB ' N, described as the long and short dash line among Fig. 5 (b).Then, the duty ratio of oil clutch 33 may descend, and to obtain initial engagement duty ratio Ds, this duty ratio may produce low relatively pressure, so that allow oil clutch 33 beginning torques to transmit.Then, controller 40 can feed back the duty ratio of solenoid valve 11 based on the rate of change of turbine speed Nt, thereby impels oil clutch 33 engagements gradually.Time SF ' (the induction low velocity is synchronous), controller 40 can bring up to 100% with the duty ratio of oil clutch 33, thereby finishes the engagement of oil clutch 33.
At above-mentioned time period (from time SB ' to time SF '), described as the long and short dash line among Fig. 5 (a), controller 40 can be brought up to such degree with the duty ratio of oil clutch 34 (disengaging side) once more, so that oil clutch 34 can keep engagement force before it finishes disengaging.Since time SB ', controller 40 can make oil clutch 34 break away from by the feedback load ratio based on the rate of change of turbine speed Nt gradually.Then, time SF ' (the induction low velocity is synchronous), controller 40 can narrow down to 0% with the duty ratio of oil clutch 34, thereby finishes the disengaging of oil clutch 34.
Above-mentionedly summed up the operation that finishes to turn down second gear speed.
The situation that＜accelerator is depressed〉referring to the solid line among Fig. 5 (a) and Fig. 5 (b).
On the other hand, under the situation that the time period internal induction from time SS (oil clutch 34 breaks away from) to time SB ' (finishing the gap-closing of oil clutch 33) is depressed to accelerator, controller 40 can prevent from change-speed box is transferred to low gear (second gear) in the regular hour, on the contrary, can before beginning, transmission carry out the transmission control of high speed gear (third gear).Above-mentioned transmission is designated hereinafter simply as " recovering control " or " gear shift prevention and control ".
Hereinbefore, from Fig. 5 (c) as can be seen, can judge whether accelerator is depressed based on accelerator opening correction value delta Acc (degree/second).Specifically, accelerator opening correction value delta Acc (degree/second) is in certain a bit or to surpass certain a bit can be the standard of judging that accelerator is depressed.
Depressing accelerator when turning down gear under the pent situation of accelerator can take place under following situation:
Before stopping vehicle owing to red signal, signal lamp becomes green suddenly makes chaufeur depress accelerator.
Above-mentioned recovery control will be described below.Time SS2 (sensing accelerator is depressed), the duty ratio of oil clutch 33 is lowered to minimum duty ratio Dmin.Basically meanwhile, the duty ratio of oil clutch 34 may be to bring up to 100%, and keeps third speed.Minimum duty ratio Dmin can be set as follows:
Cause (corresponding to) allow the bias force of the piston 52 antagonism retracing springs 53 of oil clutch 33 to keep the duty ratio of the oil pressure of stroke position (being defined as from time SS1 to time SS2).In other words, when sensing accelerator and depressed, minimum duty ratio Dmin can make oil clutch 33 (low velocity side) remain on the state of time SS2.
Below the concrete grammar that minimum duty ratio Dmin is set will be described.
Method 1: with reference to the time period t 0 of (sensing accelerator is depressed) from time SS1 (gap-closing) to time SS2, controller 40 can calculate and be used to make piston 52 to finish the flow rate of the process oil of stroke.The flow rate of the process oil that so calculates will be converted into and be used to keep the oil pressure of above-mentioned piston 52 in the position of the stroke position of time SS2 (sensing accelerator is depressed).Then, setting is corresponding to the minimum duty ratio Dmin of the oil pressure of so changing.
Method 2: can otherwise pre-determine minimum duty ratio Dmin.No matter time t0 (that is, with respect to common gap-closing time period t NTime of finishing of time SS2 (sensing accelerator is depressed)), controller 40 can pre-determine the duty ratio of the oil pressure of an incomplete stroke corresponding to piston 52 (to stroke to a certain degree).An above-mentioned duty ratio can be defined as minimum duty ratio Dmin.Yet, in the case, the complete stroke of close piston 52 under the oil pressure preferable case.
After this, oil clutch 34 can be at regular hour section t FInterior maintenance duty ratio 100%, thus prevent at this regular hour section t FIn turn down gear, shown in Fig. 5 (a).At least at regular hour section t FIn, oil clutch 34 (high-speed side) can guarantee to keep its engagement.In other words, as described below:
The duty ratio of oil clutch 34 is changed to 100% engagement oil pressure power-transfer clutch 34 immediately.Therefore, will spend regular hour section t FAs the wait time of guaranteeing engagement oil pressure power-transfer clutch 34.
Even the engagement force of oil clutch 34 begin to dwindle and oil clutch 33 situation that accelerator is depressed when still being in disengaged position under, carry out above-mentioned recovery control and can prevent that transmission from impacting by engagement oil pressure power-transfer clutch 34 (that is, by gear being returned to high-speed side (third gear)) immediately.At regular hour section t FIn, controller 40 can make third speed keep engagement, thereby prevents the rapid situation about improving of the engine speed that may produce under the situation that accelerator is depressed.By means of this, vehicle can keep acceleration mode.
At regular hour section t FAfter the disappearance, controller 40 can be carried out common control based on accelerator opening and car speed.In other words, controller 40 can judge it is to keep current high speed gear or change low gear into reference to transmission diagram.
Reduce low-grade location (in other words when sensing the situation that has taken place to be depressed at accelerator, state downward modulation low-grade location in the accelerator energising) time, solid line among Fig. 5 (a) has shown, the duty ratio of oil clutch 34 is reduced to a certain duty ratio from 100% immediately, shown in the transmission time opening IF among Fig. 5 (a).Then, duty ratio is further reduced (or in a certain speed) continuously, up to time SB, so that allow oil clutch 34 to begin to slide.Under the situation that the variation sensing of reference turbine speed Nt slides to oil clutch 34, can feed back the duty ratio of oil clutch 34, so that oil clutch 34 is broken away from gradually based on the rate of change of turbine speed Nt.Then, time SF (the induction low velocity is synchronous), controller 40 can narrow down to 0% with the duty ratio of oil clutch 34, thereby finishes the disengaging of oil clutch 34.
In the above-mentioned time period, controller 40 can make oil clutch 33 break away from.Specifically, controller 40 can be at first changes to 100% with the duty ratio of oil clutch 33, so that carry out gap-closing.Gap-closing begins like this, so that finished before time SB.Hereinbefore, (time period t 0) carried out the temporary transient gap-closing of oil clutch 33 from time SS1 to time SS2, and the back is minimum duty ratio Dmin.By means of this, by from common gap-closing time period t NDeduct time period t 0, can shorten the gap-closing time, described as the solid line among Fig. 5 (b).
Afterwards, controller 40 can narrow down to the duty ratio of oil clutch 34 the initial engagement duty ratio to finish (through the gap-closing time) at gap-closing, and this duty ratio is corresponding to input torque, and is similar to initial engagement duty ratio Ds.From time SB (slip of induction oil clutch 34), based on the variation of turbine speed Nt, controller 40 can feed back like this, so that impel oil clutch 33 engagements gradually.Time SF (the induction low velocity is synchronous), controller 40 can bring up to 100% with the duty ratio of oil clutch 33, thereby finishes the engagement of oil clutch 33.By means of this, that can finish to repeat turns down gear position operation.
At regular hour section t FThrough after (that is) state, at transmission time opening IF, controller 40 will be described as long and short dash line among Fig. 5 rather than solid line, reduce low-grade location at the state that closes accelerator:
Accelerator is opened once more, and opening angle is θ, and has possessed the condition of turning down gear.
＜diagram of circuit-first embodiment 〉
Utilize above-described structure and operation, the essential part of the driving control system of the vehicle automatic speed variator 2 of first embodiment according to the invention can be carried out transmission control along following diagram of circuit, as shown in Figure 6.
＜step 1 〉
Routine judges whether to have possessed the condition that under the pent situation of accelerator (sliding) turns down gear.
If be "Yes" in step 1, then routine advances to step 2 subsequently.
If be "No" in step 1, then routine is returned.
＜step 2 〉
Routine begins to turn down the control of gear.
＜step 3 〉
Routine judges whether accelerator is depressed.
If be "Yes" in step 3, then routine advances to step 4 subsequently.
If be "No" in step 3, then routine advances to step 5.
＜step 4 〉
Routine judged before actual transmission time opening SB ' whether accelerator is depressed.In other words, in the time period that (finishes the gap-closing of oil clutch 33) from time SS (oil clutch 34 break away from) to time SB ', routine judges whether accelerator is depressed.
If be "No" in step 4, then routine advances to step 5 subsequently.
If be "Yes" in step 4, then routine advances to step 6 subsequently.
＜step 5 〉
Routine is carried out the operation of turning down gear.Here quoted U.S. Patent No. 5,445, the full content of 579 (patent familieses of Japanese Patent No.3097339B2) is to illustrate the above-mentioned operation of turning down gear.
＜step 6 〉
Routine is carried out and is recovered control (or gear shift prevention and control) operation.In the case, routine is at high-speed side (third gear) engagement oil pressure power-transfer clutch 34 once more, thus before turning down gear at regular hour section t FThe interior third speed that keeps.
More details (effect) about step 6 will be described below.
Even the engagement force of oil clutch 34 begin to dwindle and oil clutch 33 situation that accelerator is depressed when still being in disengaged position under, carry out above-mentioned recovery control and can prevent that transmission from impacting by engagement oil pressure power-transfer clutch 34 (that is, by gear being returned to high-speed side (third gear)) immediately.At regular hour section t FIn, controller 40 can make third speed keep engagement, thereby prevents the rapid situation about improving of the engine speed that may produce under the situation that accelerator is depressed.By means of this, vehicle can keep acceleration mode, and yarage also is improved.
In addition, in the case, oil clutch 33 (low velocity side) is kept such state, so that have minimum duty ratio Dmin, in other words, oil clutch 33 can remain on the stroke position of piston 52.By means of this, oil clutch 33 can be made better response to the gear position operation of turning down subsequently, causes the transmission time to shorten.
Keep turning down the condition of gear afterwards in recovery control (gear shift prevention and control), thereby can turn down gear once more, eliminated the situation of the acceleration force deficiency (inefficacy) that under the situation that keeps high-speed side, may produce.
Specifically, first embodiment according to the invention, the piston 52 of oil clutch 33 (low velocity side) remains on stroke position at time SS2 (sensing accelerator is depressed), turning down in the gear position operation subsequently, by from common gap-closing time period t NDeduct time period t 0, can shorten the gap-closing time (because (that is, time period t 0) has carried out the temporary transient gap-closing of oil clutch 33 from time SS1 to time SS2).Thereby turning down in the gear position operation subsequently, routine can be impacted thereby limit transmission with the oil pressure of High Accuracy Control oil clutch 33 (low velocity side).
2. second embodiment
According to second embodiment of the present invention, provide a kind of driving control system of vehicle automatic speed variator 2.
According to first embodiment, when the pent situation downward modulation of accelerator low-grade location, chaufeur depresses accelerator once more in the actual transmission time opening " before ", thereby carries out transmission control.
Opposite with first embodiment, according to second embodiment, when the pent situation downward modulation of accelerator low-grade location, chaufeur depresses accelerator once more in the actual transmission time opening " afterwards ", thereby carries out transmission control.
Except above-described operation, identical with driving control system basically according to first embodiment according to the driving control system of second embodiment.Therefore, substantially the same parts represent with identical numbering that with part the description of repetition will be omitted.
Below with reference to Fig. 7 (a), Fig. 7 (b), Fig. 7 (c), Fig. 7 (d) and Fig. 7 (e) second embodiment described.Based on the information from throttle valve opening sensor 23 and transmission driving gear tachogen 22 (vehicle speed sensors), controller 40 can judge whether to have possessed the condition (whether exceed and turn down the gear line) of turning down gear.
Under the situation that has possessed the condition of turning down gear, controller 40 can switch to another gear than the low gear of current gear (low gear: for example, second gear) from current gear (high speed gear: for example, third gear).
Specifically, from Fig. 7 (b) as can be seen, transmission initiation command (at time SS) can be with oil clutch 34 (high-speed side friction element, third gear, break away from side) the duty ratio of solenoid valve 11 switch to 0% from 100%, thereby begin to make oil clutch 34 to break away from.
By means of this, from Fig. 7 (a) as can be seen, oil clutch 34 can dwindle its oil pressure.After this, through lost hours, so that eliminate the drag torque of oil clutch 34.Then, from Fig. 7 (c) as can be seen, the oil clutch 33 (low velocity side friction element, second gear, engagement side) that is in disengaged position up to now can make its solenoid valve 11 have 100% duty ratio (the time SS1 in Fig. 7 (c)).Current state will be maintained at common gap-closing time period t N, so that the gap of closed oil clutch 33.
By means of this, from Fig. 7 (a) as can be seen, oil clutch 33 can produce relatively low oil pressure (rise), thereby can make the piston 52 of oil clutch 33 make so far forth stroke, so that transmit torque.
According to second embodiment, be similar to first embodiment, time SB ' is defined as finishing the time (in other words, oil clutch 33 begins engagement, or oil clutch 33 begins to transmit the time of torque) of the gap-closing of oil clutch 33.Therefore, in other words SB is called actual transmission time opening SB ' this time.
Then, from Fig. 7 (c) as can be seen, the duty ratio of the solenoid valve 11 of oil clutch 33 is lowered to initial engagement duty ratio Ds, and this duty ratio may produce relatively low pressure, that is, low to keeping above-mentioned gap-closing at least.Initial engagement duty ratio Ds can remain to transmission time opening IF in Fig. 7 (e) and sense transmission and begin till (from third gear to the second grade).Then, begin in case the transmission time opening IF in Fig. 7 (e) senses transmission, routine can be fed back the duty ratio of solenoid valve 11 based on the variation of turbine speed Nt, thereby impels oil clutch 33 engagements gradually.
In addition, from Fig. 7 (b) as can be seen, begin in case sense transmission at transmission time opening IF, oil clutch 34 can also be brought up to duty ratio such degree once more, so that keep engagement force.From transmission time opening IF, in the regular hour section, can keep this duty ratio of oil clutch 34.After this, can be based on the variation of turbine speed Nt, the duty ratio of feedback oil clutch 34, thus oil clutch 34 is broken away from gradually.
＜how to judge that transmission begins (from third gear to the second grade) 〉
The transmission of how judging from third gear to the second grade will briefly be described below.Controller 40 can and transmit driving gear speed No (by transmitting 22 inductions of driving gear tachogen) and judge that transmission begins based on turbine speed Nt (by 21 inductions of turbine speed sensors).
Specifically, change-speed box can cause Nt=rNo (r: three class gear shift gear than) in third gear (engagement), and Nt ≠ rNo can begin institute by transmission and causes.(for example, under situation 30rpm), controller 40 can judge that change-speed box has begun to be transferred to second grade from third gear in Nt-rNo＞a certain speed.Certainly, transmission time opening IF causes afterwards at actual transmission time opening SB '.
According to second embodiment, transmit (promptly in torque from oil clutch 33, at the gap-closing of oil clutch 33 after time SB ' end) judge or sense accelerator in the time period of transmission concluding time t2 and depressed (promptly, accelerator is opened), controller 40 can be carried out motor torque restriction control, so that motor torque is restricted to a certain motor torque Trl.Whether above-mentioned accelerator is depressed can be by judging basically with according to the identical method of the method with reference to figure 5 (c) of first embodiment.Specifically, be in certain a bit or surpass under certain any situation at accelerator opening correction value delta Acc (degree/second), controller 40 can judge that accelerator is depressed.
＜motor torque restriction control 〉
Motor torque restriction control will be described below.At time SB ' afterwards, the time t1 in Fig. 7 (d) (sensing accelerator is depressed) senses under the situation that accelerator depressed, and controller 40 can carry out motor torque restriction control.Specifically, motor torque can be limited to predetermined a certain motor torque Trl, no matter the degree that depressed of accelerator how.
To be described as below what operation of turning down gear that motor torque is restricted under the situation that accelerator is depressed once more from actual transmission time opening SB ' to transmission concluding time t2:
Because each all is not in engagement in oil clutch 33 and the oil clutch 34 in the above-mentioned time period, depressed that the motor torque of exporting may increase to engine speed fast or surpassed low velocity according to accelerator synchronous, thereby cause quickening sensory deprivation.In addition, the feedback subsequently of oil clutch 34 may increase engagement oil pressure apace, thereby causes bigger transmission to be impacted.
Therefore, according to second embodiment, under the situation that accelerator is depressed once more, be restricted to a certain motor torque Tr1 and can prevent that engine speed from bringing up to rapidly or it is synchronous to surpass low velocity the operation of turning down gear from actual transmission time opening SB ' to transmission concluding time t2.Increase to a certain motor torque Tr1 and be in addition preventing to prevent under the situation that engine speed increases rapidly that chaufeur from feeling that vehicle not have the discomfort of acceleration.Prevent so that engine speed from bringing up to rapidly or the synchronous situation that outpaces under, feedback (may produce subsequently) that can limit excessive, thus prevent that transmission from impacting.
According to second embodiment, driving control system is to constitute like this, carries out motor torque restriction control by restriction throttle valve opening θ t.Specifically, in driving control system according to second embodiment, used the accelerator pedal (not shown) and the flow regulating valve (not shown) of mutual electrical connection, that is, and so-called line traffic control flow regulating valve (throttle-by-wire) system or electron steering flow regulating valve (ETV).Utilize above-mentioned driving control system, come the control signal of self-controller 40 can suitably change throttle valve opening θ t.
In the cruising of vehicle, the flow regulating valve (not shown) can be controlled with the throttle valve opening θ t corresponding to accelerator opening Acc.In addition, in the case, in the operation of turning down gear of gap-closing after time SB ' end of oil clutch 33, sense accelerator once more and depressed and throttle valve opening θ t can be restricted to certain aperture.Dotted line among Fig. 7 (d) has shown the feature corresponding to the accelerator opening Acc (virtual) of throttle valve opening θ t (certain aperture).
Carrying out above-mentioned Throttle Valve Control can the limiting engine admission port, therefore can the limiting engine torque.Hereinbefore, can pre-determine throttle valve opening θ t (certain aperture) according to a certain motor torque Trl.Otherwise throttle valve opening θ t (certain aperture) can be defined as the throttle valve opening θ t time t1 (sensing accelerator is depressed).
On the other hand, oil clutch 33 and oil clutch 34 feed back the duty ratio of corresponding solenoid valve 11 based on the variation of turbine speed Nt.Sense once more under the situation that accelerator depressed at time t1 (sensing accelerator is depressed), oil pressure is depressed according to accelerator immediately to be improved.Yet above-mentioned feedback may postpone the oil pressure response, thereby causes oil pressure not increase immediately.
Particularly, oil clutch 34 may can't improve oil pressure immediately owing to underlying cause:
Before accelerator was depressed once more, accelerator was (the sliding) of cutting out.Therefore, when sensing accelerator and depressed, piston 52 is in the state before the end stroke.
Consider the above-mentioned delay of oil pressure response, in a single day controller 40 is sensed accelerator and is depressed, just can be at the duty ratio increase duty ratio correction value delta D of time t1 (sensing accelerator is depressed) with oil clutch 33, at time t1, piston 52 end stroke, this causes good response, shown in Fig. 7 (c).Hereinbefore, the duty ratio during time t1 is defined as engagement order duty ratio.
Increase the engagement oil pressure that duty ratio correction value delta D can increase oil clutch 33 at time t1 (sensing accelerator is depressed), shown in Fig. 7 (a), thereby impel oil clutch 33 engagements.
From Fig. 7 (d) as can be seen, not that complete limiting engine torque increases when accelerator is depressed once more, motor torque can be in the idling point substantially from it according to the controller 40 of second embodiment and increase to a certain motor torque Tr1.In the case, can feed back the engagement oil pressure of oil clutch 33 and oil clutch 34, therefore, can control duty ratio along with motor torque increases according to turbine speed Nt.Yet in the case, the delay of oil pressure itself may cause engine speed to bring up to rapidly or outpace synchronously.The engine speed that so causes bring up to rapidly or the synchronous situation that outpaces under, controller 40 may be judged oil clutch 34 oil pressure deficiencies, thereby provide (in other words above required engagement oil pressure to oil clutch 34, duty ratio may be set to be higher than required value), thereby make oil clutch 34 engagements fast, and cause transmission to be impacted.
Impact in order to prevent above-mentioned transmission, time t1 (sensing accelerator is depressed), controller 40 can (it have finished the stroke of piston 52 with oil clutch 33 in advance, therefore may cause good response) duty ratio (engagement order duty ratio) increase duty ratio correction value delta D, be used for engagement oil pressure is corrected to a side of increase, thereby engine speed is limited under the speed synchronization.
Above-mentioned duty ratio correction value delta D can be provided with according to motor torque correction value delta T, shown in Fig. 7 (d).Motor torque when accelerator is equivalent to idling basically by the motor torque before depressing, and accelerator is set to a certain motor torque Trl by the motor torque after being depressed is no matter accelerator opening how.Therefore, motor torque correction value delta T can be considered to a specific torque (constant).By means of this, can pre-determine the duty ratio correction value delta D that is provided with according to motor torque correction value delta T, thereby simplify control logic.
Determining under the situation of low velocity synchronous (second grade) at time SF based on turbine speed Nt and transmission driving gear speed No (output shaft speed), after this, controller 40 can oil clutch 33 duty ratio be set to a certain duty ratio D1, and in certain wait time section, keep the duty ratio D1 that so is provided with.On the other hand, controller 40 can continue the feedback of oil clutch 34.
Hereinbefore, defined above-mentioned wait time section, so that guarantee to turn down second grade.In the waiting time section, motor torque restriction control can continue.
From Fig. 7 (b) and Fig. 7 (c) as can be seen, after wait time section (transmission concluding time t2) process, controller 40 duty ratio of oil clutch 34 respectively is set to 0%, and the duty ratio of oil clutch 33 is set to 100%, thereby finishes a series of operations (transmission end) of turning down gear.
In addition, from Fig. 7 (d) as can be seen, basically with when the above-mentioned transmission of transmission concluding time t2 finishes, controller 40 can finish motor torque restriction control.In the case, throttle valve opening θ t increases with certain slope, so that be complementary with throttle valve opening θ t corresponding to the actual accelerator aperture, this can recover motor torque, thereby switches to the acceleration at second grade.
＜diagram of circuit-second embodiment 〉
Utilize aforesaid structure and operation, can carry out transmission control along following diagram of circuit according to the essential part of the driving control system of the vehicle automatic speed variator 2 of second embodiment of the present invention, as shown in Figure 8.
＜step 11 〉
Routine judges whether to have possessed the condition that under the pent situation of accelerator (sliding) turns down gear.
If be "Yes" in step 11, then routine advances to step 12 subsequently.
If be "No" in step 11, then routine is returned.
＜step 12 〉
Routine begins to turn down the control of gear.
＜step 13 〉
Routine judges whether accelerator is depressed.
If be "Yes" in step 13, then routine advances to step 14 subsequently.
If be "No" in step 11, then routine advances to step 15 subsequently.
＜step 14 〉
Routine judged before actual transmission time opening SB ' whether accelerator is depressed.Whether above-mentioned judgement can finish to carry out by the gap-closing of judging oil clutch 33 (second grade).
If be "Yes" (accelerator is depressed before actual transmission time opening SB ') in step 14, routine advances to step 16 subsequently.
If in step 14 for "No" (actual transmission time opening SB ' afterwards accelerator depressed), routine advances to step 17 subsequently.
＜step 15 〉
Routine is carried out the common gear position operation of turning down, and returns subsequently.
＜step 16 〉
Routine carry out as according to the diagram of circuit of first embodiment＜step 6 described in recovery control.
＜step 17 〉
Routine is carried out motor torque restriction control.Promptly, be in certain a bit or surpass under certain any situation at time t1 (sensing accelerator is depressed) accelerator opening correction value delta Acc (degree/second), flow regulating valve can be fixed on throttle valve opening θ t (certain aperture), thereby motor torque is restricted to a certain motor torque Trl.Then, behind the process wait time, routine can be determined to low-tach transmission and finish, so finish motor torque restriction control.
So the motor torque of restriction can the limiting engine rotating speed be brought up to rapidly or is outpaced synchronously.In addition, in the case, limiting engine torque fully for motor torque provides certain surplus, thereby prevents that chaufeur from feeling that vehicle does not have the discomfort of quickening.Under situation about improving, can prevent the rapid engagement of the issuable oil clutch 34 of feedback subsequently, thereby prevent the transmission impact by aforesaid method limiting engine rotating speed.
When sensing accelerator and depressed (time t1), improve the duty ratio of the oil clutch 33 of the stroke that has finished piston 52, can shorten the delay of oil pressure response to greatest extent.Under the situation of the direction raising of speed synchronization, the duty ratio of oil clutch 33 is increased duty ratio correction value delta D, thereby engine speed is limited under the speed synchronization at engine speed.
In motor torque restriction control, can pre-determine easily, thereby simplify control logic according to the duty ratio correction value delta D that motor torque (motor torque correction value delta T) is provided with.
Sensing (time SF) under the synchronous situation of low velocity, controller 40 can be set to a certain duty ratio D1 with oil clutch 33, and keeps this duty ratio D1 in certain wait time, thereby guarantees change-speed box is turned down second grade.
After the wait time process, controller 40 can judge that extremely the transmission than low velocity finishes, thereby finishes motor torque restriction control.Therefore, after transmission finishes (transmission concluding time t2), can export motor torque, thereby prevent that chaufeur from feeling uncomfortable, and prevent that yarage from losing according to the acceleration operation of chaufeur.After motor torque restriction control finished, hereinbefore, throttle valve opening θ t can increase with certain slope, so that be complementary with throttle valve opening θ t corresponding to the actual accelerator aperture.By means of this, can recover motor torque linearly according to the actual accelerator aperture, thereby prevent that chaufeur from feeling uncomfortable.
Though above present invention is described by coming with reference to two embodiment,, the present invention is not limited only to above-described two embodiment.Those skilled in the art can carry out various modifications to above-described two embodiment according to the instruction of above-mentioned principle.
Specifically, according to first embodiment and second embodiment, turning down gear is to turn down second grade from third gear.Yet the present invention is not limited only to this.Also can carry out the operation that another kind is turned down gear, suppose that one of them friction element becomes disengaged position from engagement, and another friction element become engagement from disengaged position.
In addition, can simplify by restriction throttle valve opening θ t according to the motor torque restriction control of second embodiment.Yet the method for limiting engine torque is not limited only to said method.Also can come the limiting engine torque by reducing fuel charge or changing point of ignition.
The application is based on formerly Japanese patent application No.P2002-292769 (on October 4th, 2002 proposed in Japan) and Japanese patent application No.P2003-317054 (propose in Japan in September, 2003) formerly.Here quoted the full content of Japanese patent application No.P2002-292769 and Japanese patent application No.P2003-317054, so that take some preventive, prevented to translate or omit some part by mistake, the application enjoys the preceence of above two applications.
Scope of the present invention limits with reference to following claim.

Claims (13)

1. driving control system comprises:
1) is used to set up the high-speed side friction element of high-speed side speed change gear; And
2) be used to set up the low velocity side friction element of low velocity side speed change gear, after high-speed side friction element broke away from, low velocity side friction element meshed, so that turn down gear to low velocity side speed change gear from high-speed side speed change gear,
Wherein,
When at the pent situation downward modulation of accelerator low-grade location,
Period internal induction between the following time is to depressing accelerator:
I) time of order beginning transmission, and
Ii) low velocity side friction element begins to transmit the time of torque,
Prevent to switch to low velocity side speed change gear, thereby keep high-speed side speed change gear.
2. driving control system according to claim 1, wherein
When preventing to switch to low velocity side speed change gear,
High-speed side friction element is got back to carried out the ingear state, and
Low velocity side friction element is remained on the state that produces when depressing accelerator when sensing.
3. driving control system according to claim 1, wherein
After preventing to switch to low velocity side speed change gear, keep turning down under the situation of condition of gear, turn down gear once more.
4. driving control system according to claim 1, wherein
When at the pent situation downward modulation of accelerator low-grade location,
Period internal induction between the following time is depressed to accelerator:
I) low velocity side friction element begins to transmit the time of torque, and
Ii) finish change-speed box is transferred to the time of the process of low velocity side speed change gear,
Carry out motor torque restriction control, so that the torque limitation of driving engine is arrived a certain motor torque, and
With the engagement order duty ratio addition of a duty ratio compensation value and low velocity side friction element, thereby the duty ratio compensation value of addition is provided with according to described a certain motor torque.
5. driving control system according to claim 4, wherein
When sensing the process that change-speed box is transferred to low velocity side speed change gear and finish, motor torque restriction control finishes.
6. driving control system according to claim 4, wherein
Be installed to the torque that the throttle valve opening of the flow regulating valve on the driving engine comes limiting engine by control.
7. driving control system according to claim 1, wherein, this driving control system is included in the automatic transmission with hydraulic torque converter of vehicle.
8. driving control system comprises:
1) is used to set up the high-speed side friction element of high-speed side speed change gear; And
2) be used to set up the low velocity side friction element of low velocity side speed change gear,
After high-speed side friction element broke away from, low velocity side friction element meshed, so that turn down gear to low velocity side speed change gear from high-speed side speed change gear,
Wherein
When at the pent situation downward modulation of accelerator low-grade location,
Period internal induction between the following time is to depressing accelerator:
I) low velocity side friction element begins to transmit the time of torque, and
Ii) finish change-speed box is transferred to the time of the process of low velocity side speed change gear,
Carry out motor torque restriction control, so that the torque limitation of driving engine is arrived a certain motor torque, and
With the engagement order duty ratio addition of a duty ratio compensation value and low velocity side friction element, thereby the duty ratio compensation value of addition is provided with corresponding to described a certain motor torque.
9. driving control system according to claim 8, wherein
When sensing the process that change-speed box is transferred to low velocity side speed change gear and finish, motor torque restriction control finishes.
10. driving control system according to claim 8, wherein
Be installed to the torque that the throttle valve opening of the flow regulating valve on the driving engine comes limiting engine by control.
11. driving control system according to claim 8, wherein, driving control system is included in the automatic transmission with hydraulic torque converter of vehicle.
12. driving control system according to claim 8, wherein, the torque of driving engine limits by changing fuel charge.
13. driving control system according to claim 8, wherein
The torque of driving engine limits by changing point of ignition.
CNB031601987A 2002-10-04 2003-09-29 Driving control system of vehicle automatic transmission Expired - Fee Related CN1289343C (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP292769/2002 2002-10-04
JP2002292769 2002-10-04
JP2003317054A JP4171684B2 (en) 2002-10-04 2003-09-09 Shift control device for automatic transmission for vehicle
JP317054/2003 2003-09-09

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Publication Number Publication Date
CN1496886A CN1496886A (en) 2004-05-19
CN1289343C true CN1289343C (en) 2006-12-13

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CN1496886A (en) 2004-05-19
US6926640B2 (en) 2005-08-09

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